Rotary-reactive internal combustion engine 4-360

ABSTRACT

The present invention relates to a rotary-reactive internal combustion engine in which the reactive powers of the exhaust gas add to the driving torque of the present engine. The classification of this engine: The kind of the fuel is a liquid fuel. One cycle consists of the three working periods. The ignition of the fuel realizes inside the four combustion chambers by the high-tension ignition. One cycle is corresponding to a 360° turning angle of the shaft of the rotor. The method of the formation of the mixture is the external mixing or is the pump fuel-air mixture with a very high pressure feed. The constructional distinctness is the rotary engine. The method of the formation of the power is the reactive power. The process of the scavenging is through forced scavenging. The present engine will be able to create the power and will work with a high speed rotation. This engine system allows it to use both synthetic fuel and common gasoline. The present engine is very economical and has a very simple mechanical design. By the proposed arrangement in accordance with the present invention is achieved the effect of a direct utilization of the reactive power of the exhaust gas.

BACKGROUND OF THE INVENTION

It's known that the present combustion engines have an efficiency ofapproximately 30%. This is a serious construction defect. The principleconstruction defect which the present combustion engines have is thegreat consumption of the natural fuel--gasoline. The most serious defectis the impossibility to make use of synthetic fuel inside the usualcombustion engines. Another defect which many of the present engineshave is the construction complexity of many systems and assemblies. Nexta construction defect which many of the present combustion engines haveis the incomplete removal of the exhaust gas. Consequently, thedeterioration of the power of the present engines is on the average of25%. Another construction defect is the low amount of rotations perminute. It's known that the greater amount of rotations per minute, themore the powerful engine.

BRIEF SUMMARY OF THE INVENTION

The present invention solves the above problems and the constructiondefects. While researching the present invention, these were the goalsthat I formulated: 1. To insure that the engine would run on syntheticfuel and on gasoline. 2. To reduce the consumption of the fuel. 3. Toincrease the effective power of the engine. 4. To insure the fullremoval of the exhaust gas from the combustion chambers of the engine.5. To increase the power of the engine. 6. To eliminate all complexityof too many systems and assemblies that the present combustion engineshave.

All the foregoing problems were solved completely. As a result, therotary-reactive internal combustion engine 4-360 was elaborate. The newprinciple of the present engine allows it to use both synthetic fuel andcommon gasoline. Synthetic fuel for the present engine is methylatedalcohol. The decision of utilization of this fuel isn't accidental. It'sknown that any working process inside any combustion engine ischaracterized by the main qualitive indices of any liquid fuel. Theseare: 1. The calorific effect of the fuel-air mixture. 2. The upper andthe lower limit of the ignition. 3. The latent heat of vaporization. 4.Octane Number. By combining these characteristics in both gasoline andsynthetic fuel, it is possible to satisfy one's needs. The calorificeffect of the fuel-air mixture of gasoline is 826 calories/cubic meterand calorific effect of the fuel-air mixture of synthetic fuel is 824calories/cubic meter. The measures are practically equal. The overheadand the lower limit of the ignition of gasoline is from 25% to 1.8%. Theoverhead and the lower limit of the ignition of synthetic fuel is from28% to 5%. Synthetic fuel has 1.25 more than gasoline. Consequently, theconsumption of synthetic fuel is 25% greater than the consumption ofgasoline. The latent heat of vaporization of gasoline is 75calories/kilogram. The latent heat of vaporization of synthetic fuel is230 calories/kilogram. Synthetic fuel has characteristics three timesmore efficient than gasoline. This circumstance defines the high coolingquality and anti-knock quality of synthetic fuel. Moreover the higherthe heat of vaporization the lower the temperature of synthetic fuel inthe moment of inflation. This circumstance leads to the density ofcharge. This results in an average power increase of 5%. Octane Numberof gasoline runs 66 to 96. Octane Number of synthetic fuel is 100. It isconsiderably better. As a result, the characteristics of synthetic fuelin many aspects are better than gasoline.

DESCRIPTION OF THE DRAWINGS

The above invention will be more easily understood from the followingdetailed description of a preferred embodiment when taken in conjunctionwith the attached drawings in which:

FIG. 1 is a cross sectional view along line 1--1 of FIG. 2 of therotary-reactive internal combustion engine 4-360 of this invention.

FIG. 2 is a cross sectional view along line 2--2 of FIG. 1.

FIG. 3 is a perspective view of the stator.

FIG. 4 is a perspective view of the rotor.

FIGS. 5 and 6 are representations of the beginning of the first periodinside the combustion chambrs 3 and 4, and are representations of theignition stroke inside the combustion chambers 41 and 42.

FIGS. 7 and 8 are representations of the end of the first period insidethe combustion chambers 3 and 4, and are representations of the ignitionstroke inside the combustion chambers 41 and 42.

FIGS. 9 and and 10 are representations of the ignition of thesparking-plug, and are representations of the beginning of the secondperiod inside the combustion chambers 3 and 4, and are representationsof the ignition stroke inside the combustion chambers 41 and 42.

FIGS. 11 and 12 are representations of the beginning of the ignitionstroke inside the combustion chambers 3 and 4, and are representationsof the ignition stroke and are representations of the end of the secondperiod inside the combustion chambers 41 and 42.

FIGS. 13 and 14 are representations of the ignition stroke inside thecombustion chambers 3 and 4, and are representations of the neutralpoint inside the combustion chambers 41 and 42.

FIGS. 15 and 16 are representations of the ignition stroke inside thecombustion chambers 3 and 4, and are representations of the beginning ofthe third period inside the combustion chambers 41 and 42.

FIGS. 17 and 18 are representations of the ignition stroke inside thecombustion chambers 3 and 4, and are representations of the end of thethird period inside the combustion chambers 41 and 42.

FIGS. 19 and 20 are representations of the ignition stroke inside thecombustion chambers 3 and 4, and are representations of the beginning ofthe first period inside the combustion chambers 41 and 42.

FIGS. 21 and 22 are representations of the ignition stroke inside thecombustion chambers 3 and 4, and are representations of the end of thefirst period inside the combustion chambers 41 and 42.

FIGS. 23 and 24 are representations of the ignition stroke inside thecombustion chambers 3 and 4, and are representations of the beginning ofthe second period inside the combustion chambers 41 and 42.

FIGS. 25 and 26 are representations of the ignition stroke and arerepresentations of the end of the second period inside the combustionchambers 3 and 4, and are representations of the ignition stroke insidethe combustion chambers 41 and 42.

FIGS. 27 and 28 are representations of the neutral point inside thecombustion chambers 3 and 4 and are representations of the ignitionstroke inside the combustion chambers 41 and 42.

FIGS. 29 and 30 are representations of the beginning of the third periodinside the combustion chambers 3 and 4, and are representations of theignition stroke inside the combustion chambers 41 and 42.

FIGS. 31 and 32 are representations of the end of the third periodinside the combustion chambers 3 and 4, and are representations of theignition stroke inside the combustion chambers 41 and 42.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring now to the drawing wherein like reference numerals are usedthroughout the views to designate like parts and more particularly toFIGS. 1-4.

The present engine comprises of a driving part-rotor, which is rotatingin circular motions and also comprises of a stationary part or stator.

The rotor comprises a metallic disk 1 and a shaft 2. The metallic disk 1has the two pairs of the cylindrical combustion chambers or cylinders.The first pair comprises a left cylindrical combustion chamber 3 and aright cylindrical combustion chamber 4. The second pair comprises a leftcylindrical combustion chamber 42 and a right cylindrical combustionchamber 41. Each of the pairs of the cylindrical combustion chambers 3,4 and 42, 41 are disposed at an 180° angle between each other. Each ofthe cylindrical combustion chambers 3, 4, 41 and 42 have one round port5. Each of the round ports 5 have the same diameter. One reactivecylindrical duct 6 branches off from each of the cylindrical combustionchambers 3, 4, 41 and 42 at a 90° angle and goes in the oppositedirection from the rotation of the shaft 2 of the rotor. Each of thereactive cylindrical ducts 6 have the same diameter. Each of thereactive cylindrical ducts 6 has one reactive oval nozzle 7. Each of thereactive oval nozzles 7 has the space of an 8° angle.

The stationary part or stator comprises a metallic left stationaryhousing 8 and also a metallic right stationary housing 9. The leftstationary housing 8 and the right stationary housing 9 have absolutethe same design, but they are disposed at an 180° angle between eachother.

Referring now only to the left stationary housing 8. The left stationaryhousing 8 has one round hole 10 in the center, which serves for assemblyof the shaft 2 of the rotor by ball-bearings 11. The left stationaryhousing 8 has eight holes 12 and one hole 13 which serve for assembly ofthe present engine. One hole 13 is positioned opposite one hole 12. Theeight holes 12 are disposed at a 45° angle between each other. The leftstationary housing 8 has one admission round port 14. The admissionround port 14 has in the center one injection nozzle 15. The admissionround port 14 and the injection nozzle 15 serve to feed the fuel-airmixture 16 inside the corresponding combustion chambers or cylinders 3and 42 with a very high pump pressure. The admission round port 14 isdisposed at a 39° angle from an engine center line 17. The admissionround port 14 has the same diameter as the round port 5 of thecylindrical combustion chamber. The left stationary housing 8 has onesparkin-plug 18. It is located inside a niche 19 for the sparking-plug.The sparking-plug 18 is disposed at a 30° angle from the admission roundport 14. The left stationary housing 8 has an exhaust canal 20, whichserves for the exhaust gas removal. The exhaust canal 20 extends throughan arc of 232°. The exhaust canal 20 is disposed at a 34° angle on theone hand and is disposed at a 94° angle on the other hand with respectto the center line 17. The left stationary housing 8 has an admissioncanal 21, which serves for the high piston pressure of the fresh-air 22supply inside each of the cylindrical combustion chambers 3 and 42. Theadmission canal 21 extends through a 52° angle. The admission canal 21is disposed at a 274° angle on the one hand and is disposed at a 34°angle on the other hand with respect to the center line 17. Theadmission canal 21 has a wall 36. The wall 36 has the same 8° angle asthe reactive oval nozzle 7. The wall 36 is disposed at a 266° angle onthe one hand and is disposed at an 86° angle on the other hand withrespect to the center line 17. The left stationary housing 8 has onescavenging round port 23, which serves for the scavenging gas removal.The scavenging round port 23 is disposed at a 21° angle to the centerline 17. The scavenging round port 23 has the same diameter as the roundport 5 of the cylindrical combustion chamber.

An exhaust outlet pipe 24 that serves for the exhaust gas removalconnects with the left stationary housing 8 and also with the rightstationary housing 9. The outlet pipe 24 has the two exits. Each of theexits of the outlet pipe 24 is located opposite one sparking-plug 18.

The two admission pipes 25 serve for the high piston pressure of thefresh-air 22 supply inside each of the admission canal 21. Each of theadmission pipes 25 is located opposite the corresponding admission canal21.

Two additional outlet pipes 26 serve for the scavenging gas removal.Each of the outlet pipes 26 is connected separately with the leftstationary housing 8 and with the right stationary housing 9 oppositethe respective scavenging round ports 23. The eight engine bolts 27, theeight screw-nuts 28, the eight holes 12 and one hole 13 of each of thestationary housing 8 and 9, and also the two cylindrical spacing sleeves29 and the six cylindrical spacing sleeves 30 serve for assembly of thepresent engine. The two cylindrical spacing sleeves 29 have the samelength as the thickness of the metallic disk 1 of the rotor. The sixcylindrical spacing sleeves 30 have a length equal to one-half thethickness of the metallic disk 1 of the rotor. The two cylindricalspacing sleeves 29 and the six cylindrical spacing sleeves 30 serve forthe control of the interval between the left stationary housing 8 andalso between the right stationary housing 9.

Each complete cycle of the present engine consists of three workingperiods. Switching on of this engine is from an electrical starter. Themetallic disk 1 of the rotor rolls off in the direction of an arrow 31.Referring now to the principle of the work of the present engine only bythe first pair of the cylindrical combustion chambers. In the beginningof the first period the ports 5 of the first pair are simultaneouslycommunicated with their respective admission round ports 14. Thefuel-air mixture 16 is injected inside each of the cylindricalcombustion chambers 3 and 4 with a very high pump pressure through eachof the injection nozzles 15 and also through each of the admission roundports 14. In this location each of the reactive oval nozzles 7 remainclosed by the left stationary housing 8 and also by the right stationaryhousing 9. Inside each of the cylindrical combustion chambers 3 and 4there occurs the process of the inflation of the fuel-air mixture 16.The first period is finished when the round ports 5 of the first pair ofthe cylindrical combustion chambers pass their respective admissionround ports 14. The second period begins.

At this time the round ports 5 of the cylindrical combustion chambers 3and 4 are in register with the niches 19 for the sparking-plug isfinished. The sparking-plugs 18 are then ignited simultaneously toeffect the ignition 32 of the fuel-air mixture 16. In consequence of theprocess of the ignition 32 of the fuel-air mixture 16 the chemical powerof the fuel transforms into thermic power, and after that, the thermicpower transforms into mechanical power. Exactly at this moment startsthe simultaneous communication of the reactive oval nozzles 7 with theexhaust canals 20 for removal of the exhaust gas. Inside each of thecylindrical combustion chambers 3 and 4 there occurs a very highpressure of the expanding gas 33. In consequence of the differentpressure inside each of the cylindrical combustion chambers 3 and 4 andeach of the exhaust canals 20 for the exhaust gas removal there occursthe natural relaxation of the pressure. The expanding gas 33 instantlytransforms into the exhaust gas 34, and then it travels through each ofthe reactive cylindrical ducts 6 and also through each of the reactiveoval nozzles 7. From here the exhaust gas 34 is penetrated inside eachof the exhaust canals 20 for the exhaust gas removal. Then the exhaustgas 34 throws itself out to the atmosphere through each of the exits ofthe outlet pipe 24 for the exhaust gas removal. On the whole tworeactive powers P₁ 37 are gained. By the principle of the action and thereaction the two diametrically opposite powers P₂ 38 are gained whichare the same quantity of the reactive powers P₁ 37, therefore acquiringa driving torque M 39 of the rotor. As a result the reactive powers P₁37 of the exhaust gas 34 are added to the driving torque M 39 of therotor. So finally there occurs an ignition stroke of the present engine.Quantity of the driving torque M 39 of the rotor is calculated by thisformula

    M=4.P.sub.2.L

where

M--the driving torque M 39 of the rotor

4--the quantity of the reactive powers P₁ 37

P₂ --the diametrically opposite power P₂ 38 is equal to the reactivepower P₁ 37 and

L--the arm L 40 of the driving torque M 39

As soon as the exhaust gas 34 finishes passing inside each of theexhaust canals 20 for the exhaust gas removal, it instantly finishes thesecond period.

The third period is the process of the thorough scavenging of thescavenging gas 35 inside each of the combustion chambers 3 and 4.

FIGS. 1-4 do not give an opportunity to observe the full cycle of thework of this engine. Therefore, in order to understand the work of thepresent engine in all three periods, it is necessary to observe the fullcycle from FIGS. 5 and 6 to FIGS. 31 and 32.

Referring now to FIGS. 5 and 6.

In the beginning of the first period starts the simultaneouscommunication of each of the round ports 5 of the first pair of thecylindrical combustion chambers with each of the admission round ports14. The fuel-air mixture 16 is injected inside each of the cylindricalcombustion chambers 3 and 4 with a very high pump pressure through eachof the injection nozzles 15 and also through each of the admission roundports 14. In this location each of the reactive oval nozzles 7 remainciosed with the left stationary housing 8 and also with the rightstationary housing 9. Inside each of the cylindrical combustion chambers3 and 4 there occurs the process of the inflation of the fuel-airmixture 16.

In this moment inside the second pair of the cylindrical combustionchambers there occurs the ignition stroke.

Referring now to FIGS. 7 and 8.

In this moment of the completion of the first period the simultaneouscommunication of each of the round ports 5 of the first pair of thecylindrical combustion chambers with each of the admission round ports14 is finished. In this location each of the reactive oval nozzles 7 areclosed on the left stationary housing 8 and also on the right stationaryhousing 9. This is the end of the first period. The first periodcorresponds to a 60° turning angle of the shaft 2 of the rotor.

In this moment inside the second pair of the cylindrical combustionchambers there occurs the ignition stroke.

Referring now to FIGS. 9 and 10.

The beginning of the second period, which corresponds to a 60° turningangle of the rotor, finds the ports 5 of the cylinders 3 and 4 insimultaneous communication with the niches 19 for the spark plugs, whichare then ignited simultaneously to effect combustion of the air-fuelmixture 16 in the cylinders.

In this moment inside the second pair of the cylindrical combustionchambers there occurs the ignition stroke.

Referring now to FIGS. 11 and 12.

In this moment as a result of the process of the ignition 32 of thefuel-air mixture 16 inside each of the cylindrical combustion chambers 3and 4 a very high pressure is achieved. At this moment it is startingthe simultaneous communication of each of the reactive oval nozzles 7with each of the exhaust canals 20 for the exhaust gas removal. Insideeach of the cylindrical combustion chambers 3 and 4 there occurs a veryhigh pressure of the expanding gas 33. As a result of the differentpressure inside each of the cylindrical combustion chambers 3 and 4 andeach of the exhaust canals 20 for the exhaust gas removal there occursthe natural discharge of the pressure of the expanding gas 33. Theexpanding gas 33 instantly transforms into the exhaust gas 34 and thenit instantly travels through each of the reactive cylindrical ducts 6and also through each of the reactive oval nozzles 7. From here theexhaust gas 34 is penetrated inside each of the exhaust canals 20 forthe exhaust gas removal. Then the exhaust gas 34 is expelled to theatmosphere through each of the outlet pipes 24 for the exhaust gasremoval. As a result the reactive powers P₁ 37 of the exhaust gas areadded to the driving torque M 39 of the rotor.

In this moment inside the second pair of the cylindrical combustionchambers there occurs the ignition stroke and at the end of the secondperiod.

Referring now to FIGS. 13 and 14.

In this moment in consequence of the driving torque M 39 of the rotorinside the first pair of the cylindrical combustion chambers, thereoccurs the ignition stroke of the present engine.

In this moment inside the second pair of the cylindrical combustionchambers there occurs the neutral point.

Referring now to FIGS. 15 and 16.

In this moment inside the first pair of the cylindrical combustionchambers there occurs the ignition stroke.

In this moment inside the second pair of the cylindrical combustionchambers there occurs the beginning of the third period.

Referring now to FIGS. 17 and 18.

In this moment inside the first pair of the cylindrical combustionchambers there occurs the ignition stroke.

In this moment inside the second pair of the cylindrical combustionchambers there occurs the end of the third period.

Referring now to FIGS. 19 and 20.

In this moment inside the first pair of the cylindrical combustionchambers there occurs the ignition stroke.

In this moment inside the second pair of the cylindrical combustionchambers there occurs the beginning of the first period.

Referring now to FIGS. 21 and 22.

In this moment inside the first pair of the cylindrical combustionchambers there occurs the ignition stroke.

In this moment inside the second pair of the cylindrical combustionchambers there occurs the end of the first period.

Referring now to FIGS. 23 and 24.

In this moment inside the first pair of the cylindrical combustionchambers there occurs the ignition stroke.

In this moment inside the second pair of the cylindrical combustionchambers there occurs the ignition 32 of the fuel-air mixture 16 andthere occurs the beginning of the second period.

Referring now to FIGS. 25 and 26.

In this moment of the completion of the second period, the process ofthe exhaust gas removal and the action of the reactive powers P₁ 37inside first pair of the cylindrical combustion chambers are beingfinished. Both of the reactive oval nozzles 7 are closing themselvessimultaneously on the left stationary housing 8 and also on the rightstationary housing 9. This is the end of the second period at which theexhaust gas 34 is removed to the atmosphere while the ignition stroke iscompleted at the same time. The second period corresponds to a 240°turning angle of the shaft 2 of the rotor or by the time it takes tomake up 66.6% of the full complete cycle. Therefore we have anefficiency of approximately 60%.

In this moment inside the second pair of the cilindrical combustionchambers there occurs the ignition stroke.

Referring now to FIGS. 27 and 28.

In this location each of the reactive oval nozzles 7 of the first pairof the cylindrical combustion chambers remain closed with the leftstationary housing 8 and with the right stationary housing 9. This isthe neutral point, because the reactive oval nozzle 7 has the same spacewith the wall 36 of the admission canal 21. Both of them arecorresponding to an 8° angle.

In this moment inside the second pair of the cylindrical combustionchambers there occurs the ignition stroke.

Referring now to FIGS. 29 and 30.

In the beginning of the third period it is starting the simultaneouscommunication of the reactive oval nozzles 7 of the first pair of thecylindrical combustion chambers with their admission canals 21 and alsoof the round ports 5 of the first pair of the cylindrical combustionchambers with their respective scavenging round ports 23. A stream ofthe fresh-air 22 is then injected inside each of the cylindricalcombustion chambers 3 and 4 with a very high piston pressure througheach of the admission canals 21 and through each of the reactivecylindrical ducts 6. A stream of the fresh-air 22 forces out thescavenging gas 35 through each of the scavenging round ports 23. Fromhere the scavenging gas 35 penetrates inside each of the outlet pipes 26for the scavenging gas removal. Then the scavenging gas 35 is thrown outinto the atmosphere. On the whole, the forced thorough scavenging of thescavenging gas 35 is effected inside each of the cylindrical combustionchambers 3 and 4. The piston pressure feeding of the fresh-air 22results from a compressor.

In this moment inside the second pair of the cylindrical combustionchambers there occurs the ignition stroke.

Referring now to FIGS. 31 and 32.

In this moment of the completion of the third period the communicationof the reactive oval nozzles 7 of the first pair of the cylindricalcombustion chambers with their respective admission canals 21 and alsoof the round ports 5 of the first pair of the cylindrical combustionchambers with their respective scavenging round ports 23 is ended. Thisis the end of the third period at which time the scavenging gas 35 isexpelled to the atmosphere completely. As a result a new portion of thefuel air mixture 16 does not blend with the exhaust gas 34. On the wholewe have the complete combustion of the new portion of the fuel-airmixture 16. This circumstance results in a considerable reduction in theconsumption of the fuel-air mixture 16 and also results in aconsiderable increase in the power of the present engine. The thirdperiod corresponds to a 60° turning angle of the shaft 2 of the rotor.

In this moment inside the second pair of the cylindrical combustionchambers there occurs the ignition stroke.

One of the present engine's cycle of the first pair and also of thesecond pair of the cylindrical combustion chambers is completelyfinished. It is corresponding to a 360° turning angle of the shaft 2 ofthe rotor. It starts the next cycle. It consists also of the threeworking periods.

The new principle and design of this engine allows it to consume 1.5gallon of synthetic fuel per hour or to consume 1.2 gallon of gasolineper hour. This new principle allows an increased in engine speed of upto 20,000 revolutions per minute. All of this will result in aconsiderable increase in the power of the present engine. The capacityof the present engine will be 260 horsepower. This engine has anefficiency of approximately 60%.

I claim as my invention:
 1. A rotary-reactive internal combustion engineof the type having a stator and a rotor which is rotatable in onedirection, characterized by:A. the rotor having(1) a shaft with a discfixed thereto intermediate its ends, said disc having flat and parallelopposite faces, (2) two pairs of diametrically opposite cylinders in thedisc, each having a round port, said ports having the same diameter,said ports of each pair opening to opposite faces of the disc, (3) and areactive duct in the disc leading to its periphery from each cylinder atan angle of 90° to the cylinder axis, said ducts having the samediameter, said ducts extending in a direction opposite to that of rotorrotation and each terminating in a reactive nozzle at the periphery ofthe disc, said nozzles extending circumferentially through an anglesubstantially 8°; B. the stator comprising similar left and right statorhousings fixed to one another and overlying the opposite faces of therotor disc, said housings having bearing means to rotatably receive therotor shaft, said stator having(1) diametrically opposite air-fueladmission ports, one in each stator housing, located to be registrablewith the cylinder ports during rotation of the rotor, said admissionports having the same diameter as the cylinder ports, and each suchadmission port having an injector nozzle through which air-fuel mixturemust flow to reach its respective cylinder port, (2) diametricallyopposite spark plugs, one in each stator housing, located incircumferentially spaced relation to its respective admission port by anangle of substantially 30° in the direction of rotor rotation, saidspark plug located inside a niche means, (3) diametrically oppositeexhaust canals, one in each stator housing, to receive combustion gasesfrom the cylinders, each such canal extending circumferentially throughan angle of substantially 232° in the direction of rotor rotation from alocation adjacent to its associated admission port, (4) a first pair ofdiametrically opposite walls, one in each stator housing, locatedalongside the rotor periphery and extending through an arc ofsubstantially 68° in a direction opposite to that of rotor rotation,from a location at the end of its exhaust canal first swept by thereactive nozzles in the rotor, (5) a second pair of diametricallyopposite walls, one in each stator housing, located at the end of itsexhaust canal last swept by the reactive nozzles and each such wallextending circumferentially through an angle substantially 8°, (6)diametrically opposite admission canals, one in each stator housing, fordelivering high pressure fresh air circumferentially to the cylinders,each such canal being located between said first and second pairs ofwalls, (7) diametrically opposite scavenging ports, one in each statorhousing, located to be registrable with the cylinder ports duringrotation of the rotor, said scavenging port having the same diameter asthe cylinder ports and being located substantially 60° from itsassociated admission port in the direction opposite to rotor rotation,(8) an exhaust pipe connected to each stator housing and leadingoutwardly from its exhaust canal from a location adjacent to its sparkplug, (9) an admission pipe connected to each stator housing and locatedto supply high pressure fresh air to its admission canal, (10) and anoutlet pipe connected to each stator housing in communication with itsscavenging port.
 2. An engine as in claim 1, wherein, as a consequenceof the process of air-fuel mixture combustion in the cylinders, thechemical power of the fuel is transformed into thermic power, and afterthat, the thermic power is transformed into mechanical power.
 3. Anendine as in claim 2, in which the mechanical power of the exhaust gasinside each of the reactive ducts is transformed into reactive power. 4.An engine as in claim 3, in which the reactive power of the exhaust gasadds to the driving torque of the rotor.
 5. An engine as in claim 1,which allows for the use of both gasoline and synthetic fuel on theorder of methylated alcohol.
 6. An engine as in claim 1, in which onecycle of each of the cylinders consists of three working periods,corresponding to a 360° turning angle of the rotor shaft.
 7. An engineas in claim 6, wherein the first period in each cylinder corresponds toa 60° turning angle of the rotor, and during which air-fuel mixture canbe injected into the cylinders at a very high pressure.
 8. An engine asin claim 6, wherein the second period inside each cylinder correspondsto a 240° turning angle of the rotor, and during which second period theprocess of ignition of the air-fuel mixture can occur along with travelof the exhaust gas through each of the reactive ducts so as to impartdriving torque to the rotor before being expelled to the atmosphere. 9.An engine as in claim 6, wherein the third period inside each cylindercorresponds to a 60° turning angle of the rotor, and during which thirdperiod, a stream of fresh air can be injected into each cylinder with avery high pressure to effect scavenging of the cylinders.
 10. An engineas in claim 1, wherein said rotor may have six, eight, ten or twelvecylinders, or three, four, five or six pairs of diametrically oppositecylinders which operate on the same principle; the angle betweencylinders will be accordingly modified in the following manner: for thethree pairs of the diametrically opposite cylinders, the angle will be120°, for the four pairs of the diametrically opposite cylinders, theangle will be 90°, for the five pairs of the diametrically oppositecylinders, the angle will be 72°, for the six pairs of the diametricallyopposite cylinders, the angle will be 60°, and every time the power ofthe present engine will increase in proportion to the quantity of thepairs of the diametrically opposite cylinders means.